I wrote a e-mail to Greddy ...

Question: Since the air/fuel ratio on the 2005 Chevrolet Cobalt SS Supercharged is pretty rich, do you have a product that would be easy to install and easy to successfully tune air/fuel ratio on this very car ?

Answer : Thanks for your interest in Greddy performance products. We do sell a unviersal fuel management system that will allow you to do tuning on your vehicle. Unfortunately we have not tested the E-manage on your vehicle as of yet and can not confirm its compatibility. Thanks for the email.

 

It should work, it's just going to be a lot of trial and error...That error could cost you your engine if you don't know what you're doing...

 

Well thank GOD for that completely vague answer . . . I am pretty sure these cars don't like stuff like that. Isn't the Apexi thing that whoever, Ray@revitup or the guy from Modern performance, the SAFC, isn't that VERY similar, and didn't THAT give the guy who tried it problems?

 

I replied to this on RLF, pick a forum to discuss this thread and I'll continue to expound on the details.

It will work, but how much it can do has yet to be set in stone.

 

The MAF operates in a 2000-10000 hz range and I don't know if all the MAF offset computers actually work in that range, I know some of them only go up to 5khz. Thats one example of why it might not work correctly. Thats one problem I have run up against with the DTEC-FC and I am working with them to fix it.

 

If that's all that turns out to be the problem then it would be possible to double the Freq signal to and from the E-manage to make everyone happy. I have been looking for an exact output chart for the MAF, but not having a FSM to thumb through (only Alldata) I haven't found anything yet.
Also it would be good to get other MAF signal spreads and see how they relate.

With the 3 pressure transducers in the vehicle it makes things fun too, but as long as you know what does what it shouldn't be much of an issue.. One is Baro, one is Load and the other is ?redundant?

 

Well I have a datalog of a 3rd gear pull with the MAF freq in relation to RPM, and some other variables. If you want it send me a PM.

 

There is the:

MAP (manifold air pressure)
Supercharger Inlet Pressue, the sensor onto of the blower
Baro Sensor

 

if you could post as much of this info as possible, that would be a great help. i was looking into getting the apexi safc fuel controller and would have no idea to tune an 06 SS S/C. thanks.

 

The Greddy E-Manage is an over priced tuner. If DHP gets on board with you guys, they will bring out their tuner which will do the same thing, for a fraction of the cost.

 

just get an SAFC II and you can just lean your car out with that, im not sure how good our tact driver reads tho so you may need to get an msd kit like my bro had to for his srt4

 

My DTEC-FC came with a knocklight/tach driver that worked fine with the EST A lead on the PCM. You just tell it you have one cylinder. It figures out the rest from that.

 

it's not compatible as of yet with my ralliart. but there is a company coming out with some good stuff (i.e. cams, race header w/downpipe) that is making it compatible. as of right now, there is only 1 company that makes a piggyback ecu for the ralliart and there is a shop in puerto rico that has made a very agressive chip but noone can get a hold of them.

 

Wasn't Turbo XS supposed to come out with something similar to this for our cars?

 

I thought the whole reason it runs so rich at WOT is to keep detonation at bay by reducing temps in the combustion chamber?

If you lean it out like you would an NA, it might detonate and you'll loose power to timing getting pulled...

Ta, Paul.

 

You're right in that it MAY do this... the problem is to properly tune any car, you really need to have an EGT and wideband O2 sensor. The best power is typically found being as lean as possible without detonation or EGT's that are high enough to fatigue or damage engine internals.

As for Emanage, i'm not going to say that it WON'T work, but I have pretty extensive experience messing with it on a 2.2 Ecotec turbo setup, and simply put, the stock ECU did not want to cooperate at all. I'd imagine GM uses a very similar engine management strategy on the 2.0 S/C engine also. The main problem we had was that try as we might to richen the mixture, the 2.2 ecu would fight for its goal of 14.7:1 (which is apparently its goal even at WOT). We would add 10% duty cyle, the stock ecu would pull 10%. Now i'm not saying with more time and research into it we couldn't have made it work, and it may work better on an engine management already designed for boost, but believe me, unless you are very gifted with electronics and engine management, you don't want to be the first one to try and make it work. Chances are very high against it being a simple plug and play operation. On the vehicles it DOES work with, its an excellent tool, so if someone here has the knowledge to make it work that would be great.

However, seeing as the guys from Psi-Fi have already installed and run their PowerPaq on the 2.0 S/C and gotten it to work, I personally would go with that. The price is about the same, and the guys from Psi-Fi are top notch. I had a good long talk with them at Atco Raceway when they were testing their stage 1 upgrade and they know their stuff. Hopefully the GM staged ecu flashes won't be too far away as i'm sure that just like on the SRT4, piggyback tuning will become much easier with the reflashed computers.

 

with DHP's Powertuner, I set what the PCM A/F is. My stock A/F was somewhere around 13.8, reset it to 12.8 and havent seen kr in a long time. A PT permenantly resets the tables inside your pcm, it doesnt trick them so the pcm cant fight back. It thinks its doing the right thing the entire time.